Providing a notification to an occupant using a vehicle seat

ABSTRACT

Systems and methods for providing a notification of an upcoming acceleration to an occupant of a vehicle are disclosed herein. The vehicle includes a seat that is movable in one or more directions. The vehicle can identify a direction and magnitude of acceleration corresponding to an upcoming maneuver. The vehicle can also track one or more states of the occupant. The vehicle can generate control signals to move the seat based on the state of the occupant and the direction and magnitude of the acceleration for the upcoming maneuver.

TECHNICAL FIELD

The subject matter described herein relates in general to providingnotifications and, more particularly, to using movement of vehicle seatsto provide notifications to passengers.

BACKGROUND

Vehicles are becoming increasingly automated. As a result, occupants ofthe vehicle may not be as attentive to the roadway. In some instances,occupants may be able to pay attention to other things, such as cellphones, computers, etc. Additionally, in some instances, occupants maybe able to sleep in an automated vehicle.

SUMMARY

Systems and methods for providing a notification to an occupant using avehicle seat are disclosed herein. Generally, a seat is moved accordingto an upcoming acceleration for the vehicle. As a result, the occupantof the seat experiences movement prior to the upcoming acceleration, andis therefore notified of the upcoming acceleration.

One example includes a system for providing a notification of anupcoming acceleration to an occupant of a vehicle. The system caninclude a processor. The system can also include a memory operativelyconnected to the processor. The memory can store an accelerationidentification module including instructions that, when executed by theprocessor, cause the processor to identify a direction and magnitude ofacceleration corresponding to a maneuver associated with the vehicle.The memory can also store a state tracking module including instructionsthat, when executed by the processor, cause the processor to track astate of the occupant. The memory can also store a seat actuation moduleincluding instructions that, when executed by the processor, cause theprocessor to generate a signal that moves the seat (i) in a directioncorresponding to the direction of acceleration and (ii) with anacceleration rate corresponding to the magnitude of acceleration for themaneuver and the state of the occupant.

Another example includes a system for providing a notification of anupcoming acceleration to an occupant of a vehicle. The system caninclude a processor. The system can also include a memory operativelyconnected to the processor. The memory can store an accelerationidentification module including instructions that, when executed by theprocessor, cause the processor to identify a direction and magnitude ofacceleration corresponding to an upcoming maneuver associated with thevehicle. The memory can also store a state tracking module includinginstructions that, when executed by the processor, cause the processorto track a gaze of the occupant. The memory can also store a seatactuation module including instructions that, when executed by theprocessor, cause the processor to generate, when the gaze of theoccupant is determined not to be directed towards the roadway, a signalto move a seat from a first position (i) in a direction corresponding tothe direction of acceleration, and (ii) with an acceleration ratecorresponding to the magnitude of acceleration for the upcomingmaneuver.

Another example includes a method of providing a notification of anupcoming acceleration to an occupant of a vehicle. The method caninclude identifying a direction of acceleration for a maneuverassociated with the vehicle. The method can also include generating asignal to move a seat from a first position in a direction correspondingto the direction of acceleration for the maneuver prior to the vehicleexecuting the maneuver.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a schematic view of a vehicle.

FIG. 2 is an interior view of the vehicle of FIG. 1.

FIG. 3 illustrates an example of an environment within which the vehicleof FIG. 1 may operate.

FIG. 4 illustrates an example method of providing a notification to anoccupant using a vehicle seat.

DETAILED DESCRIPTION

Systems and methods associated with providing a notification of anupcoming acceleration to an occupant of a vehicle. Since occupants willlikely become less attentive as vehicles become increasingly automated,the occupants will not be anticipating sudden changes in acceleration.When the vehicle executes a maneuver that results in a suddenacceleration change, the occupant may become startled. This can resultin an occupant losing confidence in their autonomous vehicle.

Therefore, in one example, the vehicle includes a seat configured tomove in one or more directions. The vehicle can identify a direction andmagnitude of acceleration corresponding to an upcoming maneuver. Also,the vehicle can track a state of the occupant. The vehicle can generatesignal(s) to move the seat based on the state of the occupant and thedirection and magnitude of the acceleration for the upcoming maneuver.As a result, the systems and methods disclosed herein can alert anoccupant of an upcoming acceleration prior to the acceleration actuallyoccurring. Such systems and methods can also increase the confidence ofthe occupant in their vehicle. Additionally, by providing thenotification by moving the seat, the occupant experiences a change intheir equilibrium (via the acceleration experienced by the occupant),and may increase the likelihood that the attention of the occupant isdrawn towards the roadway.

Referring to FIG. 1, an example of a vehicle 100 is illustrated. As usedherein, a “vehicle” is any form of motorized transport. In one or moreimplementations, the vehicle 100 is an automobile. While arrangementswill be described herein with respect to automobiles, it will beunderstood that examples are not limited to automobiles. In someimplementations, the vehicle 100 may be any other form of motorizedtransport that, for example, includes a seat or other passenger supportmechanism and thus benefits from the conveyance of notifications usingthe seat/support mechanism as discussed herein.

The vehicle 100 includes various elements. It will be understood that,in various examples, it may not be necessary for the vehicle 100 to haveall of the elements shown in FIG. 1. The vehicle 100 can have anycombination of the various elements shown in FIG. 1. Further, thevehicle 100 can have additional elements to those shown in FIG. 1. Insome arrangements, the vehicle 100 may be implemented without one ormore of the elements shown in FIG. 1. Also, while the various elementsare shown as being located within the vehicle 100 in FIG. 1, it shouldbe understood that one or more of these elements can be located externalto the vehicle 100. Further, the elements shown may be physicallyseparated by large distances.

Some of the possible elements of the vehicle 100 are shown in FIG. 1 andwill be described along with subsequent figures. However, a descriptionof many of the elements in FIG. 1 will be provided following thediscussion of FIGS. 1-4 for purposes of brevity of this description.Additionally, it will be appreciated that for simplicity and clarity ofillustration, where appropriate, reference numerals have been repeatedamong the different figures to indicate corresponding or analogouselements. In addition, the discussion outlines numerous specific detailsto provide a thorough understanding of the examples described herein.Those of skill in the art, however, will understand that the examplesdescribed herein may be practiced using various combinations of theseelements.

The vehicle 100 can include one or more processor(s) 105. Theprocessor(s) 105 are configured to implement or perform variousfunctions described herein. The vehicle 100 can also include memory 110for storing one or more types of data. The memory 110 can be accessibleby the processor(s) 105 and/or other components of the vehicle 100,including those shown in FIG. 1.

The vehicle 100 can include a sensor system 120. The sensor system 120can include one or more sensors. The one or more sensors can beconfigured to detect, and/or sense in real-time. The sensor system 120and/or the one or more sensors can be operatively connected to theprocessor(s) 105, the memory 110, and/or another element of the vehicle100 (including any of the elements shown in FIG. 1). The sensor system120 can include, for example, vehicle sensors 121, external environmentsensors 122, internal sensors 127, etc. As will be understood below, thesensor system 120 can be used by the processor(s) 105 to perform variousfunctions.

In one or more arrangements, the memory 110 can store one or moremodules 150. Modules can be or include computer-readable instructionsthat, when executed by the processor 105, cause the processor 105 toperform the various functions disclosed herein. While the modules willbe described herein with reference to functions for purposes of brevity,it should be understood that the modules include instructions that causethe processor(s) 105 to perform the described functions. Further, whileone or more modules 150 can be stored on memory 110, it should be notedthe various modules can be stored on and/or be a component of theprocessor(s) 105, can be remotely stored and accessible by theprocessor(s), etc.

The vehicle 100 can include an environment evaluation module 152. Theenvironment evaluation module 152 can detect one or more objects locatedin the external environment of the vehicle 100. In one or morearrangements, the sensor(s) of the sensor system 120 generates and/orcaptures data corresponding to the external environment, and theexternal environment evaluation module 152 receives the data generatedand/or captured by sensor system 120. In this regard, the environmentevaluation module 152 can receive data in the form of sensor data fromone or more sensors in the sensor system 120. In one or morearrangements, the environment evaluation module 152 can prompt thesensor system 120 to acquire sensor data. In other arrangements, theenvironment evaluation module 152 can acquire the data as it is capturedand/or generated by the sensor system 120. In other arrangements, theenvironment evaluation module 152 can acquire the data in intervals. Inone or more arrangements, the data received from the one or more sensorsin the sensor system 120 may indicate the presence of one or moreobjects being located in the external environment of the vehicle 100.

The environment evaluation module 152 can determine relative positionaldata for each of the one or more objects located in the externalenvironment of the vehicle 100. The relative positional data caninclude, for example, the location, speed, acceleration, etc. of each ofthe objects relative to the vehicle 100. In one or more arrangements,the environment evaluation module 152 detects and/or tracks the relativepositional data for each of the objects by using the sensor datareceived from the sensor system 120 over time. In one or morearrangements, the environment evaluation module 152 can receive relativepositional data from the one or more objects using, for example, acommunications system (e.g., V2V communication system). The relativepositional data can also include changes in the location, speed,acceleration, etc. relative to the vehicle 100 over time.

The environment evaluation module 152 can include instructions thatcause the processor(s) 105 to construct a local map of the externalenvironment of the vehicle 100. The local map can include one or moreobjects detected in the external environment and their relativepositional data (e.g., location, velocity, acceleration, etc.) withrespect to the vehicle 100. In one or more arrangements, the environmentevaluation module 152 can include instructions to store the relativepositional data and/or local map on, for example, memory 110. In thesearrangements, the relative positional data and/or local map stored onmemory 110 can be accessible by other components and/or modules of thevehicle 100.

The vehicle 100 can include an automated control module 154. As will bediscussed in greater detail below, the automated control module 154 caninclude instructions that cause the processor(s) 105 to determine adeviation from the current path of travel of the vehicle 100 (e.g., amodified path of travel) for which an occupant of the vehicle 100 may benotified. The current path of travel can be a path where the vehicle 100maintains its current heading with minimal to no acceleration.Therefore, the modified path of travel can include one or more maneuversneeded to follow the modified path of travel, any one of which resultingin a change in acceleration. In one or more arrangements, the currentpath of travel can be a path that is being followed by the vehicle 100.Where the path of travel is being followed by the vehicle 100, thevehicle 100 may be operating in an autonomous or semi-autonomous mode.

In one or more examples, the deviation from the current path of travelmay be a result of one or more objects in the external environment ofthe vehicle 100. In one or more examples, the deviation from the currentpath of travel may be a result of changes to the roadway (e.g., roadtopology, number of lanes, speed limit, etc.). In either case, thedeviation from the current path of travel may include one or moremaneuvers (e.g., brake, speed up, turn left or right, left or right lanechanges, sway left or right, etc.). Any one of these maneuver(s) canresult in an occupant of the vehicle 100 experiencing an acceleration.

As will be discussed in greater detail below, the automated controlmodule 154 can generate one or more control signals that cause thevehicle 100 to execute the one or more maneuvers. In causing the vehicle100 to execute the one or more maneuvers, changes in acceleration may beexperienced by one or more occupants of the vehicle 100. If the one ormore occupants of the vehicle 100 are not paying attention to theroadway, the one or more occupants may be startled, as they did notanticipate any changes in acceleration.

The vehicle 100 can include an acceleration identification module 156.The acceleration identification module 156 can include instructions todetermine one or more vehicle accelerations resulting from executingeach of the one or more maneuvers. In one or more arrangements, eachmaneuver may include a direction and a magnitude of acceleration. Thedirections described herein, such as fore, aft, left, and right are inreference to a longitudinal forward direction of the vehicle 100 (seeFIG. 2 for reference). Additionally, “Magnitude,” as used herein,includes an amount of acceleration, and can include both positive andnegative acceleration (e.g., deceleration).

As one example, a braking maneuver may have an “aft” direction, and amagnitude that changes with how hard the automated control module 154determines the vehicle 100 needs to brake. As another example, a lateralmaneuver (e.g., left/right turns, left/right lane changes, swayleft/right, etc.) may have a left or right direction, and a magnitudethat changes with how hard the automated control module 154 determinesthat the vehicle 100 needs to sway and/or turn. As shown in bothexamples, any given maneuver includes a direction and a magnitude.

The acceleration identification module 156 can include instructions toidentify which maneuvers the vehicle 100 will execute to follow themodified path of travel. In one or more arrangements, the automatedcontrol module 154 determines one or more upcoming maneuvers to follow,and the acceleration identification module 156 identifies the maneuversdetermined via the automated control module 154. In some arrangements,the acceleration identification module 156 can identify the one or moremaneuvers prior to the vehicle 100 (via instructions from the automatedcontrol module 154) executing any of the one or more maneuvers.

The acceleration identification module 156 can include instructions todetermine a direction and magnitude of acceleration for each of the oneor more maneuvers that the vehicle 100 will execute. Where the vehicle100 will execute two or more maneuvers (e.g., a series of maneuvers),the acceleration identification module 156 can determine a firstdirection and magnitude of acceleration for the first maneuver, a seconddirection and magnitude of acceleration for the second maneuver, etc.

In one or more arrangements, the vehicle 100 includes a plurality ofmaneuvers stored on memory 110. Each of the maneuvers can include anacceleration profile. In this regard, the memory 110 can includemaneuver acceleration profiles 114 associated with any maneuvers thatthe vehicle 100 may execute. The acceleration identification module 156can identify which maneuvers the vehicle 100 will execute, and accessthe memory 110 to retrieve the corresponding maneuver accelerationprofiles 114. In some examples, a maneuver includes a plurality ofaccelerations that change over time. For example, during a lane changemaneuver, the vehicle 100 will accelerate first in the direction of thelane change and, upon being located within the target lane, the vehiclewill accelerate opposite the direction of the lane change. In theseexamples where a maneuver includes a plurality of accelerations, theacceleration identification module 156 can identify at least one of theplurality of accelerations for the maneuver.

In one or more arrangements, the acceleration identification module 156compares the magnitude of acceleration for the upcoming maneuver(s) withan acceleration threshold. The acceleration threshold can be, forexample, an acceleration that is perceptible to humans, or other nominalacceleration. In these arrangements, the acceleration identificationmodule 156 identifies the accelerations with a magnitude of accelerationgreater than (or equal to) the acceleration threshold.

Referring now to FIG. 1 and FIG. 2, the schematic view as well as aninterior view of the vehicle 100 are shown, respectively.

The vehicle 100 can include a seat 200. As shown in FIG. 2, the vehicle100 can include any number of seats 200. Each of the seat(s) 200 caninclude a base 205, a backrest 210, a headrest 215, etc. The base 205 ofthe seat 200 can be operative to support, for example, an occupant ofthe vehicle 100. The backrest 210 can be located adjacent to an end ofthe base 205, and can be operative support the occupant's upper bodywhen the occupant is seated. The headrest 215 can be attached to the topof the backrest 210, and can be operative to support the occupant's headand neck when the occupant is seated.

The base 205 can be operatively connected to the vehicle 100. In one ormore arrangements, the base 205 may be positioned on and/or in one ormore tracks 220. For example, the vehicle 100 may include one or moretracks 220 a extending in the fore-aft (longitudinal) direction, and/orone or more tracks 220 b extending in the left-right (lateral)direction.

The vehicle can include seat actuator(s) 225. The seat actuator(s) 225may be high torque motors, pneumatic actuators, etc. The seatactuator(s) 225 used in the vehicle 100 should be able to outputsufficient force on the seat 200 to accelerate the seat 200. In one ormore arrangements, the base 205 of the seat can be configured to movewithin the tracks 220 responsive to signals being received by the seatactuator(s) 225. For example, the base 205 can move in a longitudinaldirection along tracks 220 a responsive to the seat actuator 225 a beingactuated. Additionally, the base 205 can move in a lateral directionalong tracks 220 b responsive to the seat actuator 225 b being actuated.

While the driver's seat is described, similar components can beintegrated into one or more other seats of the vehicle 100. Accordingly,the present disclosure is not limited to the driver's seat, and includesany seats of the vehicle 100.

In one or more arrangements, the vehicle 100 includes a seat actuationmodule 158. The seat actuation module 158 includes instructions forgenerating one or more signals that moves the seat 200 from a firstposition. The first position can be a position of the seat according topreset settings for an occupant, adjusted settings for an occupant,and/or a standard position. In this regard, the first position can beany position of the seat prior to movement according to the seatactuation module 158. In one or more arrangements, the seat actuationmodule 158 can generate the signal(s) that cause the seat 200 to movealong the tracks 220 of the vehicle 100. In some examples, the seatactuation module 158 can generate signal(s) that moves the seat 200along the tracks 220 in a longitudinal direction and/or in a lateraldirection. As a result of the movement of the seat 200, the occupant ofthe seat 200 may experience a sensation in their vestibular system(e.g., the sensory system in the human body contributing to balance).The vestibular sensation experienced by the occupant may cause theoccupant to pay attention to the roadway.

The seat actuation module 158 can generate the signal(s) for moving theseat 200 according to the direction and/or magnitude of acceleration forthe one or more maneuver(s). In one or more arrangements, the seatactuation module 158 can generate the signal(s) for moving the seat 200in the same (or substantially the same) direction as the direction ofacceleration for the one or more maneuvers. For example, when themaneuver is a braking maneuver, the seat actuation module 158 cangenerate the signal(s) that moves the seat 200 from the first positionin an aft direction. As another example, when the maneuver is a lateralmaneuver, the seat actuation module 158 can move the seat 200 from thefirst position in a lateral direction.

In one or more arrangements, the seat actuation module 158 can generatethe signal(s) for moving the seat 200 at an acceleration rate. Forexample, the seat actuation module 158 can generate the signal(s) thatmoves the seat 200 faster or slower. In one or more arrangements, theseat actuation module 158 can move the seat 200 faster or sloweraccording to the magnitude of acceleration for the maneuver. In thisexample, the seat actuation module 158 can include instructions formoving the seat 200 according to the identified magnitude ofacceleration of the vehicle 100. In one or more arrangements, the seatactuation module 158 can move the seat 200 with an acceleration ratethat substantially matches the magnitude of acceleration for themaneuver. Additionally, or alternatively, the seat actuation module 158can move the seat 200 with an acceleration rate that is scaled (e.g.,10%, 15%, 20% . . . 80%, 85%, 90%, etc.) from the magnitude of theacceleration for the maneuver. In both of the above-identifiedarrangements, the seat actuation module 158 can move the seat 200 withan acceleration rate corresponding to the magnitude of acceleration forthe maneuver. In arrangements where the acceleration identificationmodule 156 compares the magnitude of acceleration for a maneuver to theacceleration threshold, the seat actuation module 158 may only move theseat 200 responsive to the magnitude of acceleration being greater thanthe acceleration threshold. Based on this movement of the seat 200, theoccupant of the seat 200 experiences the vestibular sensation for theupcoming maneuver prior to the vehicle 100 executing the maneuver.

In one or more arrangements, the vehicle 100 can include one or moreinternal sensors 127. The internal sensor(s) 127 can be configured orpositioned to monitor one or more conditions within the interior of thevehicle. For example, the one or more internal sensors 127 can includecamera(s) 128. The camera(s) 128 can be configured to capture images ofthe cabin of the vehicle 100. In one or more arrangements, the camera(s)128 can be configured to monitor and/or track one or more occupants ofthe vehicle 100.

In one or more arrangements, the vehicle 100 can include a statetracking module 160. The state tracking module 160 can includeinstructions to track a state of the occupant. In some examples, thestate of the occupant can include, for example, a gaze of the occupant,a concentration of the occupant, a posture of the occupant, etc. “Gaze,”as used herein, can include an area of focus for an occupant within afield of view. “Concentration,” as used herein, can include a degree offocus on a particular area. Therefore, the concentration of the occupantmay be a function of the gaze of the occupant. “Posture,” as usedherein, can include the pose of the occupant within the vehicle.

The state tracking module 160 can classify the current gaze of thedriver based on the data received from the internal sensor(s) 127 (e.g.,the camera(s) 128). The state tracking module 160 can includeinstructions that cause the processor(s) 105 classify the gaze as one ofdirected towards the roadway, and directed away from the roadway. In oneor more arrangements, the state tracking module 160 can identify, viathe internal sensor(s) 127, one or more features for the occupant (e.g.,face, eyes, etc.). The state tracking module 160 can include and/oraccess data corresponding to the location of the internal sensor(s) 127within the vehicle 100. The state tracking module 160 can also includeand/or access data corresponding to a location of, for example, thewindshield 230 of the vehicle 100. The state tracking module 160 caninclude instructions to determine an orientation of the one or morefeatures for the occupant with respect to the windshield 230. Responsiveto the orientation of the one or more features being directed towardsthe windshield 230, the state tracking module 160 can classify the gazeas being directed towards the roadway. As a result, one or more modules150 of the vehicle 10 can perform one or more functions based, at leastin part, on whether the gaze of the occupant is directed towards theroadway. For example, as will be discussed in greater detail below, theseat actuation module 158 can move the seat 200 at a greateracceleration rate responsive to the occupant's gaze not being directedtowards the roadway.

In one or more arrangements, the state tracking module 160 candetermine, based on data from the internal sensor(s) 127, whether theoccupant is concentrating on the roadway. In these arrangements, theinternal sensor(s) 127 can capture data on, for example, the eyes of theoccupant. The state tracking module 160 can determine whether one ormore of the pupils of the occupant are dilated. The state trackingmodule 160 can determine the cognitive load based on whether the pupilsare dilated. “Cognitive load,” as used herein, can include a totalamount of mental effort being used in the working memory of a person.For example, where the pupils are dilated, the occupant may have anincreased cognitive load. The increased cognitive load may indicate thatthe occupant is concentrating on the roadway.

In one or more arrangements, the state tracking module 160 candetermine, based on data from the internal sensor(s) 127, the currentposture of the occupant. In these arrangements, the internal sensor(s)127 can capture data on the hand location of the occupant, footlocation, head and/or chest location in the seat, etc. Based on the datafrom the internal sensor(s) 127, the state tracking module 160 candetermine the current posture of the occupant. The state tracking module160 can classify the posture of the occupant as being attentive andnon-attentive. For example, an attentive posture can include theoccupant being positioned in an upright position, the occupant havingtheir hands positioned near or on the steering wheel, and/or theoccupant having their foot near or on the pedals.

In one or more arrangements, the state tracking module 160 determineswhether the occupant is sleeping. In this example, the state trackingmodule 160 can determine, based on the one or more identified featuresfor the occupant (e.g., the eyes of the occupant), whether theoccupant's eyes are closed. Responsive to the occupant's eyes beingclosed, the state tracking module 160 can determine that the occupant issleeping. In one or more arrangements, where the occupant is sleeping,the acceleration identification module 156 can compare the magnitude ofacceleration for the maneuver to a higher acceleration threshold withrespect to the acceleration threshold used when the occupant is awake.

In one or more arrangements, the seat actuation module 158 can generatea signal that moves the seat 200 corresponding to one or more state(s)of the occupant (e.g., whether the occupant is determined to besleeping, whether the direction if the gaze is determined to be directedtowards the roadway, etc.). In this regard, an occupant will experiencethe seat 200 movement (via the seat actuation module 158) and theresulting vestibular sensation according to their state.

In some examples, the seat actuation module 158 may only generate thesignal to actuate the seat 200 when the gaze of the occupant is notdirected towards the roadway or when the occupant is determined to besleeping. In this example, the occupant will experience the seatmovement when they are not looking towards the roadway and/or areasleep, and will not experience the seat movement when they are awakeand looking towards the roadway. Similar examples can be applied toother states of the occupant (e.g., whether the occupant is in anattentive posture, whether the occupant is concentrating on the roadway,etc.).

In one or more arrangements, the seat actuation module 158 can generatea different signal based on the state of the occupant as determined bythe state tracking module 160. For example, the seat actuation module158 can generate a signal to actuate the seat in a directioncorresponding to the direction of the acceleration, and at a magnitudecorresponding to both the state of the occupant and the magnitude of theacceleration. In this example, the seat actuation module 158 can movethe seat at a different acceleration rate depending on the state of theoccupant. For example, the seat actuation module 158 can move the seatwith a greater acceleration rate if the occupant is not gazing towardsthe roadway. As a result, the occupant will more likely direct theirattention towards the roadway due to the greater acceleration. Inarrangements where the seat actuation module 158 moves the seat at ascaled acceleration rate from the magnitude of acceleration for themaneuver, the seat actuation module 158 can select a scaling factor(e.g., a percentage) based, at least in part, on the current state ofthe occupant. Referring back to the previous example, the seat actuationmodule 158 can select a higher scaling factor when the occupant is notgazing towards the roadway as opposed to the scaling factor selectedwhen the occupant is gazing towards the roadway.

In one or more arrangements, the seat actuation module 158 can generatea different signal based on whether the occupant is determined to besleeping (as detected by the state tracking module 160). For example,the seat actuation module 158 can generate a signal to move the seat 200in a direction corresponding to the direction of the acceleration, andwith an acceleration rate corresponding to both the magnitude of theacceleration for the maneuver and whether the occupant is sleeping. Inthis example, the seat actuation module 158 can move the seat 200 at adifferent acceleration depending on whether the occupant is awake orsleeping. In some examples, the seat actuation module 158 can move theseat 200 at a greater acceleration if the occupant is sleeping. Such anarrangement can both awaken the occupant, as well as alert the occupantto the upcoming acceleration.

In one or more arrangements, where a maneuver includes a plurality ofaccelerations, the seat actuation module 158 can generate the signalthat moves the seat 200 according to one of the plurality ofaccelerations. For example, the seat actuation module 158 can generatethe signal that moves the seat 200 according to the first acceleration,the acceleration with the largest magnitude, etc.

Referring now to FIG. 3, an example environment in which the vehicle 100may operate is illustrated, along with a graphical representation of theseat position over time. As shown in FIG. 3, the vehicle 100 is locatedin an environment 300 with two surrounding vehicles 305, 310 locatedtherein. Although two surrounding vehicles 305, 310 are shown, theenvironment 300 can include any number of surrounding vehicles and/orobjects.

The environment evaluation module 152 can identify and/or detect one ormore objects (e.g., surrounding vehicles 305, 310) in the externalenvironment 300 of the vehicle 100. In some arrangements, theenvironment evaluation module 152 can determine relative positional datafor each of the one or more objects (e.g., the surrounding vehicles 305,310) located in the external environment of the vehicle 100.

The environment evaluation module 152 can construct a local map of theexternal environment of the vehicle 100. The local map can include oneor more objects detected in the external environment and their relativepositional data (e.g., location, velocity, acceleration, etc.) withrespect to the vehicle 100. In the example environment illustrated inFIG. 3, the local map can include the surrounding vehicles 305, 310detected in the external environment and their relative positional datawith respect to the vehicle 100.

The automated control module 154 can determine a deviation from acurrent path of travel of the vehicle 100 (e.g., a modified path oftravel). The current path of travel can be a path where the vehicle 100maintains its current heading with minimal to no acceleration.Therefore, the modified path of travel can include one or more maneuversneeded to follow the modified path of travel, any one or more of whichresulting in a change in acceleration.

In the example shown in FIG. 3, the automated control module 154determines a plurality of deviations from the current path of travel(e.g., two lane changes). As shown, beginning at time T=0 through timeT=X₁, the automated control module 154 can determine that the vehicle100 is to remain on the current path of travel. Beginning at time T=X₁and through time T=X₂, the automated control module 154 can determinethat the vehicle 100 will execute a right lane change to begin passingthe surrounding vehicle 310. Additionally, from time T=X₂ throughT=X_(n), the automated control module 154 can determine that the vehicle100 will execute a left lane change upon passing the surrounding vehicle310 to return to the original lane. Finally, the automated controlmodule 154 can determine that the vehicle 100 will continue on thecurrent path after the vehicle 100 passes the surrounding vehicle 310.Each of the maneuvers (e.g., right and left lane changes) can result inan acceleration on the vehicle 100. For example, during the right lanechange, an occupant of the vehicle 100 will experience an initialacceleration in the right direction. Additionally, during the left lanechange, the occupant of the vehicle 100 will experience an initialacceleration in the left direction.

The acceleration identification module 156 can identify acceleration(s)for the maneuvers (e.g., the right and left lane changes) that thevehicle 100 will execute. In one or more arrangements, the accelerationidentification module 156 can access the maneuver accelerationprofile(s) 114 stored on memory to identify the acceleration(s)corresponding to the one or more maneuvers. In some arrangements, theacceleration identification module 156 can compare the magnitude ofacceleration for each of the maneuver(s) to the acceleration threshold.In the example shown in FIG. 3, the initial acceleration for the right(and/or left) lane change may be greater than the accelerationthreshold, whereas the acceleration at the end of the right (and/orleft) lane change may be less than the acceleration threshold.

The chart 315 depicted in FIG. 3 shows a lateral position of the seat200 with respect to center over time. “Center” as used herein may be thefirst position. As such, the center can include any position set by theoccupant and/or any nominal, standard position prior to the seat 200 (ofFIG. 2) being moved according to the instructions from the seatactuation module 158. A similar chart could be shown for longitudinalposition of the seat 200 with respect to center over time. The chart 315includes times 0, X₁, X₂, X_(n), which correspond to the future path ofthe vehicle 100 over time in the environment 300.

The seat actuation module 158 can generate one or more signals thatmoves the seat 200 according to the direction and magnitude ofacceleration for the upcoming maneuvers. In one or more arrangements,the seat actuation module 158 can generate the one or more signals thatmoves the seat 200 prior to the automated control module 154 controllingthe vehicle 100 to execute the maneuvers. Therefore, in the exampleshown in FIG. 3, the seat actuation module 158 can move the seat 200 ina direction and at an acceleration rate according to the magnitude anddirection of acceleration for the right lane change (between X₁ and X₂)between time T=0 and X₁. As shown in the chart 315, the seat 200 can bemoved to the right at a large acceleration rate, since the vehicle 100is accelerating at a large magnitude during the right lane change.Additionally, the seat 200 can gradually move back to the center by thetime the vehicle 100 reaches time T=X₁ (or any time prior to the vehicle100 reaching time T=X₁).

At time=X₁, the vehicle 100 (via the automated control module 154) canexecute the right lane change. Additionally, at that time (or sometimeafter time=X₁), the seat actuation module 158 can generate one or moreother signals that moves the seat 200 in a direction and at anacceleration rate according to the magnitude and direction ofacceleration for the left lane change (between X₂ and X_(n)). As shown,the left lane change is a more gradual lane change and, therefore, themagnitude of acceleration for the left lane change may be less than theright lane change. The seat 200 can be moved to the left at a relativelysmall acceleration rate, since the vehicle 100 is gradually changingbetween lanes. Additionally, the seat 200 can gradually move back to thecenter by the time the vehicle 100 reaches time=X₂.

At time=X₂, the vehicle 100 (via the automated control module 154) canexecute the left lane change. Additionally, the seat 200 can maintainits position, since there are no upcoming maneuvers that result in anacceleration that is greater than the acceleration threshold.

Now that various aspects of the vehicle 100 have been described, amethod of providing a notification of an upcoming acceleration to anoccupant of the vehicle 100 will be discussed with reference to FIG. 4.The flowchart shown in FIG. 4 is for exemplary purposes. The followingdisclosure should not be limited to each and every function block shownin FIG. 4. To the contrary, the method does not require each and everyfunction block shown. In some examples, the method can includeadditional function blocks. Further, the method does not need to beperformed in the same chronological order shown in FIG. 4. To the extentpossible, reference will be made to the structure described above.

The method can start at starting block 400. In one or more arrangements,the method can begin when the vehicle 100 is turned on, when the vehicle100 is operated in an autonomous or semi-autonomous mode, etc. Themethod can continue to function block 405.

At function block 405, the automated control module 154 can includeinstructions to identify a path for the vehicle 100 to follow. In one ormore arrangements, the path can be based on the environment asidentified by the environment evaluation module 152. The path caninclude maintaining the current heading of the vehicle 100 with minimalto no accelerations, and one or more maneuvers resulting in anacceleration of the vehicle 100. The acceleration can be a result of thevelocity of the vehicle 100 changing, the vehicle 100 changing course,road topology, number of lanes, speed limit, etc. The method cancontinue to function block 410.

At function block 410, the automated control module 154 can identify oneor more maneuvers in the path. The maneuvers may include, for example,the vehicle 100 braking, speeding up, turning left or right, left orright lane changes, sway left or right, etc. Each of the maneuvers mayinclude at least one corresponding acceleration. The acceleration(s) caninclude a direction of acceleration and a magnitude of acceleration. Themethod can continue to function block 415.

At function block 415, the acceleration identification module 156 canidentify the direction and magnitude of acceleration for the one or moremaneuvers in the path. The acceleration identification module 156 canaccess the maneuver acceleration profile 114 stored on memory 110 toidentify the direction of acceleration for the one or more maneuvers inthe path. Additionally, the acceleration identification module 156 canidentify, based on the path determined via the automated control module154, a magnitude of acceleration for the one or more maneuvers. Themethod can continue to decision block 420.

At decision block 420, the acceleration identification module 156 cancompare the magnitude of acceleration for the one or more maneuvers tothe acceleration threshold. If the magnitude of acceleration is lessthan (or equal to) the acceleration threshold, the method can continueto function block 425.

At function block 425, the automated control module 154 can generate oneor more control signals that cause the vehicle 100 to execute the one ormore maneuvers, which will be discussed in greater detail below. Fromfunction block 425, the method can continue back to function block 405.

However, referring back to decision block 420, where the magnitude ofacceleration is greater than (or equal to) the acceleration threshold,the method can continue to function block 430.

At function block 430, the state tracking module 160 tracks a gaze of anoccupant of the vehicle 100. The state tracking module 160 can track thestate (e.g., the gaze, concentration, posture, etc.) of the occupantusing the one or more internal sensor(s) 127. In some arrangements, thestate tracking module 160 may only track the state of the occupantresponsive to the magnitude of acceleration being greater than theacceleration threshold. The state tracking module 160 can identify oneor more features (e.g., eyes, face, etc.) of the occupant. The methodcan continue to decision block 435.

At function block 435, the seat actuation module 158 can generate asignal that moves the seat 200 from a first position. The seat actuationmodule 158 can move the seat according to one or more properties of theacceleration (e.g., magnitude and/or direction) for the maneuver and/orone or more state(s) of the occupant. In one or more arrangements, theseat actuation module 158 can generate the signal that moves the seat200 in a direction and at an acceleration rate corresponding to thedirection and magnitude of acceleration identified at function block415. In one or more arrangements, the seat actuation module 158 cangenerate the signal to move the seat 200 at an acceleration rate that isa scaled factor from the vehicle 100 acceleration magnitude for themaneuver. From function block 435, the method can continue to functionblock 425.

In some arrangements, at function block 430, the state tracking module160 can determine whether the occupant is sleeping. In one or morearrangements, the state tracking module 160 can determine whether theoccupant's eyes are closed. Based on the occupant's eyes being closed,the state tracking module 160 can determine that the occupant issleeping. If the occupant is determined to be sleeping, the method cancontinue to function block 435. In some examples, the seat actuationmodule 158 can generate the signal that moves the seat 200 at a firstacceleration rate when the occupant is determined to be sleeping.However, where the occupant determined to be awake, the method cancontinue to function block 425.

In some arrangements, at function block 430, the state tracking module160 can determine whether the gaze of the occupant is directed towardsthe roadway. In one or more arrangements, the state tracking module 160can compare an orientation of the one or more features to a location ofthe windshield 230. Based on this comparison, the state tracking module160 can determine the direction of the occupant's gaze with respect tothe roadway. If the gaze of the occupant is directed towards theroadway, the method can continue to function block 425. However, if thegaze of the occupant is not directed towards the roadway, the method cancontinue to function block 435.

In some arrangements, at function block 430, the state tracking module160 can determine whether the occupant is concentrating on the roadway.In one or more arrangements, the state tracking module 160 can identify,based on data from the internal sensor(s) 127, the eyes of the occupant.The state tracking module 160 can determine whether the pupils of theoccupant are dilated. The state tracking module 160 can determine thecognitive load of the occupant based on pupil dilation. Based on thepredicted cognitive load, the state tracking module 160 can determinewhether the occupant is concentrating on the roadway. Where the occupantis determined to not be concentrating on the roadway, the method cancontinue to function block 435. However, where the occupant isdetermined to be concentrating on the roadway, the method can continueto function block 425.

In some arrangements, at function 430, the state tracking module 160 candetermine a posture of the occupant. The state tracking module 160 canclassify, based on data from the internal sensor(s) 127, the posture ofthe occupant as being attentive and non-attentive. The state trackingmodule 160 can identify the location of the hands, feet, chest, head,etc. of the occupant. Where the occupant is determined to have anon-attentive posture, the method can continue to function block 435.However, where the occupant is determined to have an attentive posture,the method can continue to function block 425.

It is noted that the description of function block 430 encompasses eachof the disclosed arrangements. Further, function block 430 can include aplurality of these arrangements. In this regard, the state trackingmodule 160 can identify one state of the occupant and more than onestate of the occupant, including, but not limited to, gaze of theoccupant, whether the occupant is sleeping, whether the occupant isconcentrating, the posture of the occupant, etc. Further, the statetracking module 160 can identify one or more of these states in responseto another state. For example, in response to identifying the occupantis not sleeping, the state tracking module 160 can identify the gaze ofthe occupant and/or whether the occupant is concentrating. As anotherexample, in response to determining the occupant has a non-attentiveposture, the state tracking module 160 can determine whether theoccupant is sleeping.

In one or more arrangements, responsive to the occupant being awakeand/or the gaze of the occupant directed towards the roadway and/or theoccupant concentrating on the roadway, the seat actuation module 158generate a signal that moves the seat 200 from the first position. Inone or more arrangements, the seat actuation module 158 can generate thesignal that moves the seat 200 in a direction and at an accelerationrate corresponding to the direction and magnitude of accelerationidentified at function block 415. In one or more arrangements, the seatactuation module 158 can generate the signal to move the seat 200 at anacceleration rate that is a scaled factor from the vehicle 100acceleration magnitude for the maneuver. In one or more arrangements,the acceleration rate described herein may be less than the accelerationrate used in response to, for example, the occupant sleeping, notconcentrating, etc. for the same maneuver. From decision block 445 andfollowing the seat actuation module 158 generating the signal, themethod can continue to function block 425.

In one or more arrangements, where the seat actuation module 158generates the signal to cause the seat to move from the first position(e.g., at function blocks 440, 450, etc.), the seat actuation module 158can generate another signal that gradually moves the seat 200 back tothe first position. In some examples, the seat actuation module 158 cangenerate the signal that moves the seat 200 back to the first positionwhen the maneuver has been executed, prior to the maneuver beingexecuted, etc.

In one or more arrangements, the method shown in FIG. 4 can continue toloop until it ends. The method can end when the vehicle 100 is no longeroperated in an autonomous or semi-autonomous mode, when the vehicle 100is turned off, etc.

FIG. 1 will now be discussed in full detail as an example environmentwithin which the system and methods disclosed herein may operate. Insome instances, the vehicle 100 is configured to switch selectivelybetween an autonomous mode, one or more semi-autonomous operationalmodes, and/or a manual mode. Such switching can be implemented in asuitable manner, now known or later developed. “Manual mode” means thatall of or a majority of the navigation and/or maneuvering of the vehicleis performed according to inputs received from a user (e.g., humandriver). In one or more arrangements, the vehicle 100 can be aconventional vehicle that is configured to operate in only a manualmode.

In one or more examples, the vehicle 100 is an autonomous vehicle. Asused herein, “autonomous vehicle” refers to a vehicle that operates inan autonomous mode. “Autonomous mode” refers to navigating and/ormaneuvering the vehicle 100 along a travel route using one or morecomputing systems to control the vehicle 100 with minimal or no inputfrom a human driver. In one or more examples, the vehicle 100 is highlyautomated or completely automated. In one example, the vehicle 100 isconfigured with one or more semi-autonomous operational modes in whichone or more computing systems perform a portion of the navigation and/ormaneuvering of the vehicle along a travel route, and a vehicle operator(i.e., driver) provides inputs to the vehicle to perform a portion ofthe navigation and/or maneuvering of the vehicle 100 along a path. Inone or more arrangements, the vehicle 100 is configured one or moresemi-autonomous operational modes in which one or more computing systemscontrol one or more components of the vehicle 100 to cause the vehicle100 to follow a modified path deviating from the current path beingfollowed by the vehicle operator. In this example, the one or morecomputing systems control one or more components of the vehicle 100 tocause the vehicle 100 to follow a modified path responsive todetermining a deviation from the current path being followed by thevehicle operator.

As stated above, the vehicle 100 can include processor(s) 105. In one ormore arrangements, the processor(s) 105 can be a main processor of thevehicle 100. For instance, the processor(s) 105 can be an electroniccontrol unit (ECU).

Additionally, the vehicle can include memory 110. The memory 110 storecan include volatile and/or non-volatile memory. Examples of suitablememory include RAM (Random Access Memory), flash memory, ROM (Read OnlyMemory), PROM (Programmable Read-Only Memory), EPROM (ErasableProgrammable Read-Only Memory), EEPROM (Electrically ErasableProgrammable Read-Only Memory), registers, magnetic disks, opticaldisks, hard drives, or any other suitable storage medium, or anycombination thereof. The memory 110 can be a component of theprocessor(s) 105, or the memory 110 can be operatively connected to theprocessor(s) 105 for use thereby. The term “operatively connected,” asused throughout this description, can include direct or indirectconnections, including connections without direct physical contact.

In one or more arrangements, the memory 110 can include map data 116.The map data 116 can include maps of one or more geographic areas. Insome instances, the map data 116 can include information or data onroads, traffic control devices, road markings, structures, features,and/or landmarks in the one or more geographic areas. The map data 116can be in any suitable form. In some instances, the map data 116 caninclude aerial views of an area. In some instances, the map data 116 caninclude ground views of an area, including 360-degree ground views. Themap data 116 can include measurements, dimensions, distances, and/orinformation for one or more items included in the map data 116 and/orrelative to other items included in the map data 116. The map data 116can include a digital map with information about road geometry. The mapdata 116 can be high quality and/or highly detailed.

In one or more arrangement, the map data 116 can include one or moreterrain maps 117. The terrain map(s) 117 can include information aboutthe ground, terrain, roads, surfaces, and/or other features of one ormore geographic areas. The terrain map(s) 117 can include elevation datain the one or more geographic areas. The map data 116 can be highquality and/or highly detailed. The terrain map(s) 117 can define one ormore ground surfaces, which can include paved roads, unpaved roads,land, and other things that define a ground surface.

In one or more arrangement, the map data 116 can include one or morestatic object maps 118. The static object map(s) 118 can includeinformation about one or more static objects located within one or moregeographic areas. A “static object” is a physical object whose positiondoes not change or substantially change over a period of time and/orwhose size does not change or substantially change over a period oftime. Examples of static objects include trees, buildings, curbs,fences, railings, medians, utility poles, statues, monuments, signs,benches, furniture, mailboxes, large rocks, hills. The static objectscan be objects that extend above ground level. The one or more staticobjects included in the static object map(s) 118 can have location data,size data, dimension data, material data, and/or other data associatedwith it. The static object map(s) 118 can include measurements,dimensions, distances, and/or information for one or more staticobjects. The static object map(s) 118 can be high quality and/or highlydetailed. The static object map(s) 118 can be updated to reflect changeswithin a mapped area.

As noted above, the vehicle 100 can include the sensor system 120. Thesensor system 120 can include one or more sensors. “Sensor” means anydevice, component and/or system that can detect, and/or sense something.The one or more sensors can be configured to detect, and/or sense inreal-time. As used herein, the term “real-time” means a level ofprocessing responsiveness that a user or system senses as sufficientlyimmediate for a particular process or determination to be made, or thatenables the processor to keep up with some external process.

In arrangements in which the sensor system 120 includes a plurality ofsensors, the sensors can work independently from each other.Alternatively, two or more of the sensors can work in combination witheach other. In such case, the two or more sensors can form a sensornetwork. The sensor system 120 and/or the one or more sensors can beoperatively connected to the processor(s) 105, the memory 110, and/oranother element of the vehicle 100 (including any of the elements shownin FIG. 2). The sensor system 120 can acquire data of at least a portionof the external environment of the vehicle 100 (e.g., the presentcontext).

The sensor system 120 can include any suitable type of sensor. Variousexamples of different types of sensors will be described herein.However, it will be understood that the examples are not limited to theparticular sensors described. The sensor system 120 can include one ormore vehicle sensors 121. The vehicle sensor(s) 121 can detect,determine, and/or sense information about the vehicle 100 itself. In oneor more arrangements, the vehicle sensor(s) 121 can be configured todetect, and/or sense position and orientation changes of the vehicle100, such as, for example, based on inertial acceleration. In one ormore arrangements, the vehicle sensor(s) 121 can include one or moreaccelerometers, one or more gyroscopes, an inertial measurement unit(IMU), a dead-reckoning system, a global navigation satellite system(GNSS), a global positioning system (GPS) 124, a navigation system 147,and/or other suitable sensors. The vehicle sensor(s) 121 can beconfigured to detect, and/or sense one or more characteristics of thevehicle 100. In one or more arrangements, the vehicle sensor(s) 121 caninclude a speedometer to determine a current speed of the vehicle 100.

Alternatively, or in addition, the sensor system 120 can include one ormore external environment sensors 122 configured to acquire, and/orsense driving environment data. “Driving environment data” includes anddata or information about the external environment in which anautonomous vehicle is located or one or more portions thereof. Forexample, the one or more external environment sensors 122 can beconfigured to detect, quantify and/or sense objects in at least aportion of the external environment of the vehicle 100 and/orinformation/data about such objects. Such objects can be stationaryobjects and/or dynamic objects. Further, the one or more externalenvironment sensors 122 can be configured to detect, measure, quantifyand/or sense other things in the external environment of the vehicle100, such as, for example, lane markers, signs, traffic lights, trafficsigns, lane lines, crosswalks, curbs proximate the vehicle 100, off-roadobjects, etc.

Various examples of sensors of the sensor system 120 will be describedherein. The example sensors can be part of the one or more externalenvironment sensors 122 and/or the one or more vehicle sensors 121.However, it will be understood that the examples are not limited to theparticular sensors described.

As an example, in one or more arrangements, the sensor system 120 caninclude one or more radar sensors 125, one or more LIDAR sensors 126,one or more sonar sensors, and/or one or more cameras 123. In one ormore arrangements, the one or more cameras 123 can be high dynamic range(HDR) cameras or infrared (IR) cameras.

The vehicle 100 can include an input system 165. An “input system”includes any device, component, system, element or arrangement or groupsthereof that enable information/data to be entered into a machine. Theinput system 165 can receive an input from a vehicle passenger (e.g. adriver or a passenger). The vehicle 100 can include an output system170. An “output system” includes any device, component, or arrangementor groups thereof that enable information/data to be presented to avehicle passenger or occupant (e.g. a person, a vehicle passenger,etc.).

The vehicle 100 can include one or more vehicle systems 140. Variousexamples of the one or more vehicle systems 140 are shown in FIG. 2.However, the vehicle 100 can include more, fewer, or different vehiclesystems. It should be appreciated that although particular vehiclesystems are separately defined, each or any of the systems or portionsthereof can be otherwise combined or segregated via hardware and/orsoftware within the vehicle 100. The vehicle 100 can include apropulsion system 141, a braking system 142, a steering system 143,throttle system 144, a transmission system 145, a signaling system 146,and/or a navigation system 147. Each of these systems can include one ormore devices, components, and/or combination thereof, now known or laterdeveloped.

The navigation system 147 can include one or more devices, applications,and/or combinations thereof, now known or later developed, configured todetermine the geographic location of the vehicle 100 and/or to determinea travel route for the vehicle 100. The navigation system 147 caninclude one or more mapping applications to determine a path for thevehicle 100. The navigation system 147 can include a global positioningsystem 124, a local positioning system or a geolocation system.

The vehicle 100 can include one or more modules 150, at least some ofwhich are described herein. The modules can be implemented ascomputer-readable program code that, when executed by a processor 105,implement one or more of the various processes described herein. One ormore of the modules 150 can be a component of the processor(s) 105, orone or more of the modules 150 can be executed on and/or distributedamong other processing systems to which the processor(s) 105 isoperatively connected. The modules 150 can include instructions (e.g.,program logic) executable by one or more processor(s) 105.Alternatively, or in addition, the memory 110 can contain suchinstructions.

In one or more arrangements, one or more of the modules 150 describedherein can include artificial or computational intelligence elements,e.g., neural network, fuzzy logic or other machine learning algorithms.Further, in one or more arrangements, one or more of the modules 150 canbe distributed among a plurality of the modules described herein. In oneor more arrangements, two or more of the modules 150 described hereincan be combined into a single module.

The vehicle 100 can include an automated control module(s) 154. Theautomated control module(s) 154 can be configured to communicate withthe various vehicle systems 140. In one or more arrangements, theprocessor(s) 105 and/or automated control module(s) 154 can beoperatively connected to communicate with the various vehicle systems140 and/or individual components thereof. For example, returning to FIG.2, the processor(s) 105 and/or the automated control module(s) 154 canbe in communication to send and/or receive information from the variousvehicle systems 140 to control the movement, speed, maneuvering,heading, direction, etc. of the vehicle 100. The processor(s) 105 and/orthe automated control module(s) 154 can control some or all of thesevehicle systems 140 and, thus, the vehicle 100 can be partially or fullyautonomous.

The vehicle 100 can include one or more automated control module(s) 154.The automated control module(s) 154 can be configured to receive datafrom the sensor system 120 and/or any other type of system capable ofcapturing information relating to the vehicle 100 and/or the externalenvironment of the vehicle 100. In one or more arrangements, theautomated control module(s) 154 can use such data to generate one ormore driving scene models. The automated control module(s) 154 candetermine position and velocity of the vehicle 100. The automatedcontrol module(s) 154 can determine the location of objects, objects, orother environmental features including traffic signs, trees, shrubs,neighboring vehicles, pedestrians, etc. The automated control module(s)154 can be configured to receive, and/or determine location informationfor objects (e.g., the vehicle 100) within the external environment ofthe vehicle 100 for use by the processor(s) 105, and/or one or more ofthe modules 150 described herein to estimate position and orientation ofthe vehicle 100, vehicle position in global coordinates based on signalsfrom a plurality of satellites, or any other data and/or signals thatcould be used to determine the current state of the vehicle 100 ordetermine the position of the vehicle 100 with respect to itsenvironment for use in either creating a map or determining the positionof the vehicle 100 in respect to map data.

The automated control module(s) 154 can be configured to determinepath(s), current autonomous driving maneuvers for the vehicle 100,future autonomous driving maneuvers and/or modifications to currentautonomous driving maneuvers based on data acquired by the sensor system120, driving scene models, and/or data from any other suitable source.In one or more arrangements, the automated control module(s) 154 can beconfigured to determine path(s) for the vehicle 100 so as to avoidparticular areas of the vehicle 100 in the event of a likely collisionwith the vehicle 100.

The processor(s) 105 and/or the automated control module(s) 154 can beoperable to control the navigation and/or maneuvering of the vehicle 100by controlling one or more of the vehicle systems 140 and/or componentsthereof. For instance, when operating in an autonomous orsemi-autonomous mode, the processor(s) 105 and/or the automated controlmodule(s) 154 can control the direction and/or speed of the vehicle 100.The processor(s) 105 and/or the automated control module(s) 154 cancause the vehicle 100 to accelerate (e.g., by increasing the supply offuel provided to the engine), decelerate (e.g., by decreasing the supplyof fuel to the engine and/or by applying brakes) and/or change direction(e.g., by turning the front two wheels). As used herein, “cause” or“causing” means to make, force, compel, direct, command, instruct,and/or enable an event or action to occur or at least be in a statewhere such event or action can occur, either in a direct or indirectmanner.

The vehicle 100 can include one or more actuators 148. The actuators 148can be any element or combination of elements operable to modify, adjustand/or alter one or more of the vehicle systems 140 or componentsthereof responsive to receiving signals or other inputs from theprocessor(s) 105 and/or the automated control module(s) 154. Anysuitable actuator can be used. For instance, the one or more actuators148 can include motors, pneumatic actuators, hydraulic pistons, relays,solenoids, and/or piezoelectric actuators, just to name a fewpossibilities.

The automated control module(s) 154 can be configured to determine oneor more driving maneuvers to follow the determined path(s) for thevehicle 100. “Driving maneuver” means one or more actions that affectthe movement of a vehicle. Examples of driving maneuvers include:accelerating, decelerating, braking, turning, moving in a lateraldirection of the vehicle 100, changing travel lanes, merging into atravel lane, and/or reversing, just to name a few possibilities. Theautomated control module(s) 154 can be configured can be configured toimplement the determined driving maneuvers. The automated controlmodule(s) 154 can cause, directly or indirectly, such autonomous drivingmaneuvers to be implemented. As used herein, “cause” or “causing” meansto make, command, instruct, and/or enable an event or action to occur orat least be in a state where such event or action can occur, either in adirect or indirect manner. The automated control module(s) 154 can beconfigured to execute various vehicle functions and/or to transmit datato, receive data from, interact with, and/or control the vehicle 100 orone or more systems thereof (e.g. one or more of vehicle systems 140).

The arrangements disclosed herein have many benefits over other systems.For example, the arrangements disclosed herein can direct the attentionof an occupant back to the roadway. The arrangements disclosed hereincan impart a vestibular sensation on an occupant of the vehicle, ratherthan a sense of touch. The arrangements disclosed herein can prepareoccupants for upcoming accelerations. The arrangements disclosed hereincan change a degree of the notification based on the occupant's presentstate (e.g., sleeping, paying attention to the road, etc.). Thearrangements disclosed herein can awaken sleeping occupants.

Detailed examples are disclosed herein. However, it is to be understoodthat the disclosed examples are intended only as examples. Therefore,specific structural and functional details disclosed herein are not tobe interpreted as limiting, but merely as a basis for the claims and asa representative basis for teaching one skilled in the art to variouslyemploy the aspects herein in virtually any appropriately detailedstructure. Further, the terms and phrases used herein are not intendedto be limiting but rather to provide an understandable description ofpossible implementations. Various examples are shown in FIGS. 1-4, butthe examples are not limited to the illustrated structure orapplication.

The flowcharts and block diagrams in the figures illustrate thearchitecture, functionality, and operation of possible implementationsof systems, methods and computer program products according to variousexamples. In this regard, each block in the flowcharts or block diagramsmay represent a module, segment, or portion of code, which comprises oneor more executable instructions for implementing the specified logicalfunction(s). It should also be noted that, in some alternativeimplementations, the functions noted in the block may occur out of theorder noted in the figures. For example, two blocks shown in successionmay, in fact, be executed substantially concurrently, or the blocks maysometimes be executed in the reverse order, depending upon thefunctionality involved.

The systems, components and/or processes described above can be realizedin hardware or a combination of hardware and software and can berealized in a centralized fashion in one processing system or in adistributed fashion where different elements are spread across severalinterconnected processing systems. Any kind of processing system oranother apparatus adapted for carrying out the methods described hereinis suited. A typical combination of hardware and software can be aprocessing system with computer-usable program code that, when beingloaded and executed, controls the processing system such that it carriesout the methods described herein. The systems, components and/orprocesses also can be embedded in a computer-readable storage, such as acomputer program product or other data programs storage device, readableby a machine, tangibly embodying a program of instructions executable bythe machine to perform methods and processes described herein. Theseelements also can be embedded in an application product which comprisesall the maintenance conditions enabling the implementation of themethods described herein and, which when loaded in a processing system,is able to carry out these methods.

Furthermore, arrangements described herein may take the form of acomputer program product embodied in one or more computer-readable mediahaving computer-readable program code embodied, e.g., stored, thereon.Any combination of one or more computer-readable media may be utilized.The computer-readable medium may be a computer-readable signal medium ora computer-readable storage medium. The phrase “computer-readablestorage medium” means a non-transitory storage medium. Acomputer-readable storage medium may be, for example, but not limitedto, an electronic, magnetic, optical, electromagnetic, infrared, orsemiconductor system, apparatus, or device, or any suitable combinationof the foregoing. More specific examples (a non-exhaustive list) of thecomputer-readable storage medium would include the following: a portablecomputer diskette, a hard disk drive (HDD), a solid-state drive (SSD), aread-only memory (ROM), an erasable programmable read-only memory (EPROMor Flash memory), a portable compact disc read-only memory (CD-ROM), adigital versatile disc (DVD), an optical storage device, a magneticstorage device, or any suitable combination of the foregoing. In thecontext of this document, a computer-readable storage medium may be anytangible medium that can contain, or store a program for use by or inconnection with an instruction execution system, apparatus, or device.

Program code embodied on a computer-readable medium may be transmittedusing any appropriate medium, including but not limited to wireless,wireline, optical fiber, cable, RF, etc., or any suitable combination ofthe foregoing. Computer program code for carrying out operations foraspects of the present arrangements may be written in any combination ofone or more programming languages, including an object-orientedprogramming language such as Java™, Smalltalk, C++ or the like andconventional procedural programming languages, such as the “C”programming language or similar programming languages. The program codemay execute entirely on the user's computer, partly on the user'scomputer, as a stand-alone software package, partly on the user'scomputer and partly on a remote computer, or entirely on the remotecomputer or server. In the latter scenario, the remote computer may beconnected to the user's computer through any type of network, includinga local area network (LAN) or a wide area network (WAN), or theconnection may be made to an external computer (for example, through theInternet using an Internet Service Provider).

The terms “a” and “an,” as used herein, are defined as one or more thanone. The term “plurality,” as used herein, is defined as two or morethan two. The term “another,” as used herein, is defined as at least asecond or more. The terms “including” and/or “having,” as used herein,are defined as comprising (i.e. open language). The phrase “at least oneof . . . and . . . ” as used herein refers to and encompasses any andall possible combinations of one or more of the associated listed items.As an example, the phrase “at least one of A, B, and C” includes A only,B only, C only, or any combination thereof (e.g. AB, AC, BC or ABC).

Aspects herein can be embodied in other forms without departing from thespirit or essential attributes thereof. Accordingly, reference should bemade to the following claims, rather than to the foregoingspecification, as indicating the scope hereof.

What is claimed is:
 1. A system for providing a notification of anupcoming acceleration to an occupant of a vehicle, the systemcomprising: a processor operatively connected to the one or moreactuators; and a memory operatively connected to the processor, thememory storing: an acceleration identification module includinginstructions that, when executed by the processor, cause the processorto identify a direction and magnitude of acceleration corresponding to amaneuver associated with the vehicle; a state tracking module includinginstructions that, when executed by the processor, cause the processorto track a state of the occupant; and a seat actuation module includinginstructions that, when executed by the processor, cause the processorto generate a signal that moves the seat (i) in a directioncorresponding to the direction of acceleration and (ii) with anacceleration rate corresponding to the magnitude of acceleration for themaneuver and the state of the occupant.
 2. The system of claim 1,wherein the state tracking module includes instructions that cause theprocessor to determine whether the occupant is sleeping based, at leastin part, on the state of the occupant.
 3. The system of claim 2, whereinthe seat actuation module includes instructions that cause the processorto generate the signal that moves the seat responsive to the occupantsleeping.
 4. The system of claim 2, wherein the state tracking modulefurther includes instructions that cause the processor to determinewhether the gaze of the occupant is directed towards the roadwayresponsive to determining the occupant is not sleeping.
 5. The system ofclaim 4, wherein the seat actuation module includes instructions thatcause the processor to: generate a first signal to move the seat with afirst acceleration rate responsive to the occupant sleeping; andgenerate a second signal to move the seat with a second accelerationrate responsive to the gaze of the occupant not being directed towardsthe roadway.
 6. The system of claim 5, wherein the first accelerationrate is greater than the second acceleration rate for the maneuver. 7.The system of claim 1, wherein the acceleration identification modulefurther includes instructions that cause the processor to compare themagnitude of the acceleration to an acceleration threshold, and whereinthe seat actuation includes instructions that cause the processor togenerate the signal to move the seat when the magnitude of accelerationis greater than the acceleration threshold.
 8. The system of claim 1,further comprising: an automated control module including instructionsthat, when executed by the processor, cause the processor to generateone or more control signals that cause the vehicle to execute themaneuver.
 9. A system for providing a notification of an upcomingacceleration to an occupant of a vehicle, the system comprising: aprocessor; and a memory communicably coupled to the processor, thememory storing: an acceleration identification module includinginstructions that, when executed by the processor, cause the processorto identify a direction and magnitude of acceleration corresponding toan upcoming maneuver associated with the vehicle; a state trackingmodule including instructions that, when executed by the processor,cause the processor to track a gaze of the occupant; and a seatactuation module including instructions that, when executed by theprocessor, cause the processor to generate, when the gaze of theoccupant is determined not to be directed towards the roadway, a signalto move a seat from a first position (i) in a direction corresponding tothe direction of acceleration, and (ii) with an acceleration ratecorresponding to the magnitude of acceleration for the upcomingmaneuver.
 10. The system of claim 9, wherein the accelerationidentification module further includes instructions that cause theprocessor to compare the magnitude of acceleration to an accelerationthreshold, and wherein the seat actuation module includes instructionsthat cause the processor to generate the signal to move the seat whenthe magnitude of acceleration is greater than the accelerationthreshold.
 11. The system of claim 10, wherein the state tracking modulefurther includes instructions to determine whether the occupant issleeping.
 12. The system of claim 11, wherein the acceleration thresholdis a first acceleration threshold, and wherein the accelerationidentification module further includes instructions that cause theprocessor to compare the magnitude of acceleration to a secondacceleration threshold responsive to the occupant sleeping, the secondacceleration threshold being greater than the first accelerationthreshold.
 13. The system of claim 9, further comprising: an automatedcontrol module including instructions that, when executed by theprocessor, cause the processor to generate one or more control signalsthat cause the vehicle to execute the upcoming maneuver.
 14. A method ofproviding a notification of an upcoming acceleration to an occupant of avehicle, the method comprising: identifying a direction of accelerationfor a maneuver associated with the vehicle; and generating a signal tomove a seat from a first position in a direction corresponding to thedirection of acceleration for the maneuver prior to the vehicleexecuting the maneuver.
 15. The method of claim 14, further comprising:identifying a magnitude of acceleration for to the maneuver.
 16. Themethod of claim 15, further comprising: comparing the magnitude ofacceleration to an acceleration threshold, and wherein generating thesignal to move the seat is performed when the magnitude of accelerationis greater than the acceleration threshold.
 17. The method of claim 15,further comprising: determining whether the occupant is sleeping based,at least in part, on the gaze of the occupant.
 18. The method of claim17, wherein generating the signal to move the seat comprises generating,when it is determined that the occupant is sleeping, the signal to movethe seat from the first position (i) in a direction corresponding to thedirection of acceleration, and (ii) with a first acceleration ratecorresponding to the magnitude of acceleration for the maneuver.
 19. Themethod of claim 18, wherein tracking the gaze of the occupant of thevehicle comprises determining whether the gaze of the occupant isdirected towards the roadway.
 20. The method of claim 19, whereingenerating the signal to move the seat comprises generating, when it isdetermined that the occupant is not sleeping and the gaze of theoccupant is not directed towards the roadway, the signal to move theseat from the first position (i) in the direction corresponding to thedirection of acceleration, and (ii) with a second acceleration ratecorresponding to the magnitude of acceleration for the maneuver, whereinthe second acceleration is less than the first acceleration.